Now agree it is 4400 HP. Here is a video of the SC-44s sandwiched between two pairs of P-40s. The video shows all 4 powering the CAL Z. That certainly has enabled Amtrak to run the train essentially on time according to the trackers, As well dispatchers know the #7 can maintain scheudule. Hopefully the AC traction will allow for quicker acceleration of trains causing a more on time operation?
https://www.youtube.com/watch?v=wt9R9SJcljo
Now a question arises as to how long the test phase of the SC-44s will take.
1. How long is a new model diesel usually at Pubelo ?
2. How much testing around CHI is contemplated ?
3. The testing schedule of the ACS-64s is probably not an indication. Pubelo could not test the frequency and voltage changes. Then there is the changes in signaling and PTC.
4. So a WAG says maybe 3 - 4 months for initial revenue service ? In the meantime what will Siemens delivery schedule for future units and how will they be allocated to the various RRs ?
So the first two SC-44 chargers are eastbound on the CZ leaving today. IDTX 4601 and 4602. Unconfirmed that chargers are between P-42s 14, 198, 193, 207. Order of locos unknown if true.
I think if I had $8 million to work with I could come up with a more pleasing locomotive shell than the rolling brick approach.
blue streak 1 note: model number is SC-44. Does 44 stands for 4400 Kw much as ACS-64 stands for 6400 Kw ?
note: model number is SC-44. Does 44 stands for 4400 Kw much as ACS-64 stands for 6400 Kw ?
4400 HP = 3300 kW
There is no Cummins engine that will produce 4400 kW.
M636C
Looking great! Hopefully, they operate as well.
C&NW, CA&E, MILW, CGW and IC fan
Siemens is not letting any dust to gather for their manufacturing. Just a couple weeks after ACS-64 #670 delivered we now have two chargers being pulled from the plant at Sacremento. Unconfirmed reports is that they will leave Emeryville in next few days on CZ #6 going to Denver and then Pubelo.
Here we have Amtrak P-42s 14 & 198 pulling the units 4601 & 4602. Looking to the future wonder when it will be a couple Chargers moving the last retired P-42s to their just rewards ?
https://www.youtube.com/watch?v=VddySeXbPo8
See the 19-page letter that the EMD VP of sales sent the Illinois DOT for the details. We had a thread "EMD formally protests IDOT award to Siemens" (and you can use the 'search community' bar on the Classic Trains site to find it if you need the help...) and the content was summarized and discussed there.
RMEEMD went to no little trouble to assert that the Charger with the QSK95 wouldn't even make a sustained 125 at rated load
The certification is about the ability of the vehicle to stay on the track at that speed, not its ability to get to that speed. In other words a safety certification.
The purchaser may require some other testing to prove it meets its performance spec.
Paul Milenkovic M636C were limited in power as well as speed simply because of current limitations on the low voltage 750 v DC third rail. Is the third rail limited as of right now in some way, or is the electric current limited in quantity, whether yesterday, today, or tomorrow? "Current limitation" -- is that like "Who's on first?"
M636C were limited in power as well as speed simply because of current limitations on the low voltage 750 v DC third rail.
Is the third rail limited as of right now in some way, or is the electric current limited in quantity, whether yesterday, today, or tomorrow?
"Current limitation" -- is that like "Who's on first?"
No, No... Hoo is on first, Watt's on second...
My concern is from basic physics. The current required for a given power from a third rail (750V DC is the most common voltage in Britain, although 1000V and 1500V systems are used) between 750V and 25kV is more than 30 times as high. While the Siemens locomotive is only around 4000 HP, it could draw higher power when accelerating on electric power depending on the capabilities of the inverters.
The third rail systems are set up for multiple unit trains which may draw more than 4000HP but not from a single vehicle so the arcs at breaks in the third rail would not be expected to be as great as from a locomotive. The current breaks need to be allowed for in the locomotive itself. In Britain, straight electric third rail locomotives had flywheel "boosters" (motor generator sets) that maintained the voltage on internal switchgear.
The Italian Railways intended to run their ETR500 high speed trains on 3000v DC from overhead, but found that the current draw was more than that system could provide and the high speed lines were converted to 25kV AC. They found other, lower speed duties for the DC power cars. Of course, these trains were heavier than the Chargers are expected to haul and they were expected to run at a lot more than 125 mph. Third rail systems would have currents up to four times higher than the Italian overhead systems.
If GM "killed the electric car", what am I doing standing next to an EV-1, a half a block from the WSOR tracks?
BuslistGenerally certification at a given speed requires successful tests to 10% above that speed.
Which reminds me: EMD went to no little trouble to assert that the Charger with the QSK95 wouldn't even make a sustained 125 at rated load (their Davis-formula analysis had a balancing speed around 123 IIRC) -- let alone "10% above" that speed ... and especially let alone the power to accelerate the test consist to that higher speed.
Did you mean that the suspension or guiding of the Charger and train need to be stable at that higher speed. rather than it could reach it on internal engine power?
blue streak 1 Also note that Siemens is producing a prototype of a third rail Charger. Wonder what speed it will test to ? 125 ? Is this sub model slated for the Empire corridor ?
Also note that Siemens is producing a prototype of a third rail Charger. Wonder what speed it will test to ? 125 ? Is this sub model slated for the Empire corridor ?
Both Siemens and Bombardier have production locomotives in Europe where a relatively small diesel engine is used basically to allow electric locomotives use branch lines and yards without catenary.
The use of variable frequency AC traction drive which requires an intermediate DC stage makes the use of dual diesel and electric locomotives much simpler (compared to the EMD FL 9 for example, which had two separate and basically incompatible control systems).
So no new development will be required for a dual mode Charger locomotive.
However, there may be a speed limit when operating on third rail power, based on the ability of the third rail shoe to pick up power at speed and the effects of the necessary breaks in third rails at grade crossings and junctions.
I think a speed limit of 90 MPH exists on third rail power in England.
Also, there is a limit on power able to be collected from the third rail, and the Eurostar high speed trains that worked for several years on third rail power between London Waterloo and the tunnel were limited in power as well as speed simply because of current limitations on the low voltage 750 v DC third rail.
Of course, a dual mode Charger could run at the same speed as a diesel Charger on diesel power, on third rail track with the third rail shoes retracted, if the third rail track were suitable for 125mph.....
blue streak 1 The HSR committee has issued a reporton the new Bi-level cars. But also more importantly a report on Chargers. Several points. design has met verious strength tests. a schedule is being developed to test on NEC for MARC 125 MPH tests. Anyone know what speed the test will have to run to certify to 125+ MPH Also note that Siemens is producing a prototype of a third rail Charger. Wonder what speed it will test to ? 125 ? Is this sub model slated for the Empire corridor ? If all this comes to past then maybe Amtrak will become an all Siemens RR. Maybe even develop a AC CAT DM as well ? Parts commonability definitely a plus. http://www.highspeed-rail.org/Pages/Section305Committee.aspx
The HSR committee has issued a reporton the new Bi-level cars. But also more importantly a report on Chargers. Several points. design has met verious strength tests. a schedule is being developed to test on NEC for MARC 125 MPH tests. Anyone know what speed the test will have to run to certify to 125+ MPH
If all this comes to past then maybe Amtrak will become an all Siemens RR. Maybe even develop a AC CAT DM as well ? Parts commonability definitely a plus.
http://www.highspeed-rail.org/Pages/Section305Committee.aspx
reporton? Use of spell checker?
Generally certification at a given speed requires successful tests to 10% above that speed.
The HSR committee has issued a report on the new Bi-level cars. But also more importantly a report on Chargers. Several points. design has met verious strength tests. a schedule is being developed to test on NEC for MARC 125 MPH tests. Anyone know what speed the test will have to run to certify to 125+ MPH
RME View of the Charger from a slightly more 'informative' angle: http://www.mainlinediesels.net/index.php?nav=1000001&file=siem_3280001_51&action=image#title
View of the Charger from a slightly more 'informative' angle:
http://www.mainlinediesels.net/index.php?nav=1000001&file=siem_3280001_51&action=image#title
JOHN MEHRLING Have there been any high speed diesels in North American service since the K-M engines in the 60's? If so, were they sucessful?
Have there been any high speed diesels in North American service since the K-M engines in the 60's? If so, were they sucessful?
Then there are the MTU engined BL36 passenger locomotives running everyday in South Florida. Presumed to be sucessful but I'm not going all the way down there to have a look.
The MTU powered BL20s are in service everyday on Metro North.
Editor Emeritus, This Week at Amtrak
Who cut off one end of an ACS-64?
FRIST ? Spell check would have caught that typo ! !
Thinking ahead to another new topic , another announcement says that the Caltrans ordered locos will be used on the Pacific Surfliner. At eleven round trips a day, we'll get to see how well those Cummins engines with SCR work out ....
Links to my Google Maps ---> Sunset Route overview, SoCal metro, Yuma sub, Gila sub, SR east of Tucson, BNSF Northern Transcon and Southern Transcon *** Why you should support Ukraine! ***
At first I wasn't sure if I liked it, but it is growing on me.
Siemens displays the first complete Charger locomotive for FRA.
http://www.railwaygazette.com/news/traction-rolling-stock/single-view/view/siemens-shows-first-complete-charger-locomotive.html#.VvwEx-tDoZU.mailto
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